Draft rigging



B. W. KADEL DRAFT'RIGGING Jan. 8, 1935.

Filed Feb. 3, 1951 3 Sheets-Sheet 1 INVENTOR Jan. 8, 1935'. B. w. KADEL 1,987,561

DRAFT RIGGING Filed Feb. :5, 1951 5 Sheets-Sheet 2 .H IHHI INVENTOR @915 If Xadel ATTORNEY B. W. KADEL DRAFT RIGGING Jan. 8, 1935.

Filed Feb. 3, 1931 I5 Sheets-Sheet 3 INVENTOR yer-s N/fiae/ ATTORNEY v Patented Jan. 8, 1935 UNITEDf -STATESL j i 7 61t PATENT; OFFICE h 1 DRAFT RIGGING Byers.W. Kadel, Baltimore, Md., as signor to The 'Symington Company, New York, N Y., a cora plurality ofgears acting series-wliencompressed in one direction, and in tandem when o compressed in the other direction; a V

The principal object of my invention, generally considered, is the provis'ion'of tw'o draft gears at each end of a railway'vehicl'e; so arranged" that they act in series for absorbing bufiing forces, and-in tandem for'cushioning -draft forces.

Another object of' my invention is to -arrange cushioningmechanism with railway draft rigging so that an equivalent cushioning or "energy-' absorbing capacity isp'rovided for both bufiing and draft forces, but thejassociated drawbar... is

allowed to move a greater distance in onedirection thanin the other."

provide cushioning mechanism on a railwayve' hicle which is adapted to absorban'edual amount I of energy whether it is subjected to draft orbuffing forces, but which offers a greater resistance to one kind of force'than to theother;

A still further object of my inventionis' the combination of a pair of cushioning devices'with rigging on a railway vehicle-sothat said devices act in tandemwhen the rigging is subjected to draft'forces, and thereby'offer a -maximum-resistance to such forces, with the allowance of a minimum of slack, while operating-in series under the action of bufling forces, 'so that amaximum amount of movement to full compression is provided, thereby protecting the've-hicle and lading byreducing the buffing forces which are neces between the 'draft sills of a railway'vehicle and showing one embodiment of my draft rigging with associated cushioning devices in's'ideele vation, a portion of the associated yoke and the" connecting draft keys-beingshown in section.

Figure 2 is a plan of thearrangement shown in Figure 1, portions being shown-in'ho'rizon'tal section. Figure 3 is a View similar to Figure 2, but showing a modification. p

Figures 4 and 5 are transversesectional views taken, respectively, on-the correspondingly' numvention, the scope whereof is defined" by the ap- 153i} Serial No. 513,219 (or-2134) bered lines of Figure 3, looking in the directionof thearro-ws.

Figures 6 and 7 are views corresponding} respectively; to Figures 1 ther modification. I 1

Figures 8, 9, 10 and 11 are diagrdmsrepre senting the cushioning effect of the front and rear gears,'singly, in series, and in tandem; Referring to the drawings in detail, like parts being designated by like reference c'l laracters, and first considering theembodiment of my in and 2, but showing a furventionillustrated' in Figures" -1' and 2, I have showna pair of friction draft gears l'mounted' between sills 2, and each having anassociated front follower 3 supported between the sills'by keys 4 passing through slots 5 in the followers I T and slots 6 in the front cheek plates 7 and slots] A still-further object ofmy-inventio-n is to prisesa housing 10' provided with'interlock'ed' blocks 11 formed with inclined friction surfaces 12 engaged by'corresponding surfaces 13 onas? sociated wedge blocks 14, resilient means, in the' form of plate springs 15, being providedfor urgi ing said wedges l lapart and into engagement- With the wedge blocks 11, said wedges being pro-F videdwith inner outwardly extending flanges or lugs lfi interlocking over the inner ends of the wedge blocks 11 for holdingthe parts'in assembled relation. -Thereleasing means illustrated for the gear involve an intermediate follower 17 and two sets of release springs 18 preferably 'sepf arated by aspacing plate 19. r I Embracing the friction'draft' gears and asso-" ciated followers is a vertical yoke 20' connected to an associated 'drawbar 21 by means of a hori-- zontal key 22, the ends of which are receivedthe front'slots 23 in the foremost cheek plates 7 andsills of the car. Although the drawbar 21' is, in the present embodiment, shown as the stem or shank of a swivel butt coupler, it will beunderstood that I do not wish to be limited to" this showing. 7 a

The slots 24 in the yoke receiving the key 22 are from the drawbar to the yoke, it permits rearward movement of the key and coupler for the com-- independently of yoke movement. The slots 23 are elongated forwardly and rearwardly of the key 22 so that movement of said key in both directions is permitted. The lugsor backstop 25,

- pression of the front cushioning device or gear 1 which serves as rearward limiting means for the gears or cushioning devices 1, has sufficient clearance with respect to the rearward portion 26 of the yoke so that rearward movement of said yoke for the compression of the rear cushioning device or gear 1 by the transverse web or bridge wall 27 of said yoke is permitted. It will be clear that said transverse bridge wall of the yoke serves as a spacer between the forward and rearward cushioning devices, or between the front draft gear 1 and the front follower for the rear draft gear 1, as well as a follower member between said parts, or it may also be considered'asfthe rear end of forward yoke-acting means especially for the front draft gear 1. r

In order to cause the gears to operatein tandem under the action of draft forces, the keys4 serve Each gear l in the present embodiment comprises a housing 1O provided with a slot 5 reas individual front stops for-said gears as the slots 6 and 8 terminate in positions corresponding with the normal positioning of the front edges of'said keys, theslots 5 in the followers 3 terminating at the normal positions of the rear edgesofsaid keys. In 'orderto provide for series 'operati0n of the gearsywhen thecoupler is subjected tobuffing forces, the slots 5 in the followers 3 areelongated forwardly of :the normal positions of the front edges of said keys an amount corresponding with the distance each gear is adapted to be compressedsoth'at said followers are 'allowedto move rearwardly upon actuation by the associated drawbar for effecting compression of the gears. Because of the fact that the housing of'the'front ornoutergear'has to move rearwardly to effect a compressicnof the rear gear, the' slot 6 inwt'he front cheek plates 7 are desirably elongated, as.

showrrtrearwardly of the rear edge off the associated key-41to provide for the extra movement of the front follower 3, as compared withthe-rear followera3. It will, therefore, be seen that while both the gears are compressed against thekeys 4,

which actas individual stops when the coupler is subjectedto draft forces, the backstop 25 acts as a common stopfor both gears under the action ofibufling forces, so that said gears are com- :1 pressed in series directly bythe drawbar 21 acting through :the front follower 3, the front friction elements 14, the front gear housing 10;yokebridge wall- 27,:rearor-sec'ondfollower 3, rear orsecond friction elements 14,.and rear or 'secondhousing i:lo-mhich-directlyabuts against the backstop 25-.

Refer-ring now to the embodiment of my'inven- I tron-illustrated in Figures 3,4 and 5, a construc tionainvolvin'g a pair of gears'or cushioning devices Y 1 embraced by a tandem yoke 20 connected to ran-associated drawbar 21 by ashorizontal key 22 as intheprevious embodiment, is disclosed. 'The only,,materia1 difference in the present em-bodir ment with respect to 'the first embodiment is "that the slotted followers 3 for the gears l snug-ly receivethe associated keys 4 the movement for said keys and followers being provided by correspomiingly elongating the slots 6 and 8 in the i to a dull closure equals the sum of the static closing resistances :of t-he two gears. 1 Theultima-te l the-closing resistance of the gear thaving the,

the sum of the compressive movements "of the two gears 1, as the associated followers 3 are shortened by such air-amount, other-wise, the

shown-in Figures 1 and 2.

. operation of the mechanism is the same-as that :Referringnowto the embodiment of myinven-r tion: illustrated in Figures 6 and I, a construction is there disclosedainvolving a pair o-f cushioning r deVices-prdraft gears 1 the .rearmost of which ce'iving a supporting draft key 4 which keys function: as individual front stops for the gears 1 .as in thefirst embodiment, the ends being received imrearwardly' elongated yoke slots 3 permitting relative forward movement of the yoke 20 on draft and slots6 and 8 in cheek plates 7* and"'9 ','-mid the sills 22 of the railway vehicle. The .housings 10 in the embodiment disclosed, are provided with inclined friction surfaces 12 engaged by'corresponding surfaces 1-3 on associated wedge blocksl l said wedge blocks being desirablyinterlockedwith :the ghousings, as in the previous embodiment,;:urged apartbycurved plate springs 15*, and acted on (by releasespringslfi? engaging, intermediateiollowers 17 -Because ofthe slots 5, and-the :horizontal keys passing through; the, housings 10 @the release springs 18 are, desirably. helical rather than plate springs, as in the pre viousemlrodimenh: and disposed above and below; the keys 4b; as shownmostclearly-in Figure .6.

- as in: .the :previous embodiment, rear stop or; i rearward-limiting:means suchas a backstop 25 is provided for iimiting rearward; movement of. the-follower 28,=while permitting rearward movee ment ofthe -hQriZontaI yoke 20*, said back-stop; being desirably formed to guide the rear;end;of;- the yoke as shown-most clearly in Figure :6. In order to support the :rear follower 28, a. carrier iron :29 is desirablyprovidedbeneath said-follower, and the rear end-of theIhousing- 10 said carrier iron being desirably connected to the sills 2 -.{n any desiredman-ner, as by means'of -bolts-30 -and; nuts 31.: a

drawbarand yoke- 20 -are desirably. as shown. in

Figure *7. Ifhegears -1 act intandem or-parallel.

when themupler ordrawbar is-subjected-to draft-U. forces, and in series-when the coupler-is subjeqted to=bufiing;forces,-;so that although equal cushioning {capacity for absorbingwenergy-is provided for draftand-bumngforcespyeta greater, and pref? erably double the travellls provided forthe coupler on-buff 'than 'on draft. The resistance to movements 'of the coupler on draft rfor-a full compres-.

sion of thezgearsis double, if each'gear has-the same static closing =resistance;-that 'for such a.

movement 'of the c'oupler on buff; If gearsfhaving equal ltravelg but with-different static closing resistances, are employed, the resistance on 'draft;

closing'resistance on buff, in such a case, equals greater-closing resistance, as will-be-understood.

Referringrnow -toFigures 8, 9, 10 and ll, 1 have there shown diagrams representingv the cushioning action of theshock-absorbing devices or draft gears 1, 1 and 1 ion-ing effect of one ofthe gears, either 1, leer-1 acting by itself, the energy absorbed in closing the gear throughadistance d to a final closing resistance -f being represented by a triangle with a; f.

70 .3 Figure 8 represents the cush.

base d and an altitude f, the energy absorbed being df. Figure 9 shows a similar diagram for the other gear, said diagram being representative of either the gear 1, 1 or 1? and showing the amount of energy absorbed by closing thegear through a distance d with a final closing effort 1, the energy absorbed being d1.

Figure 10 representsthe action of two gears in series, the gears employed being either 1, 1 or 1*, and acting as in any of the embodiments disclosed, the work absorbed, when so acting,'un-

der the action of bufling forces applied to the associated drawbar 21, 21 or 21 being repre,-

sented by a triangle with'a base 2d and an altitude the energy absorbed being 11 or the,

energy absorbed by one gear plus the energy absorbed by the other gear usedtherewith. In a preferred embodiment, as disclosed, the gears have been shown as of equal energy-absorbing capacity so the energy absorbed with two gears in series and subjected to buifing forces is equal to twice the energy absorbed by one gear, the coupler or drawbar acting through a distance equal to twice the'closing movement of one gear and the ultimate closing force being equivalent to the closing force for one gear.

Figure 11 is a diagram representing the energy absorption of the gears when the coupler is subjected to draft forces, said gears being in tandem and the coupler moving through a distance d with an ultimate closing force of 21, the total energy absorbed being 11 or the sum of the energy absorbed by each individual gear 1, 1 or 1 as the case may be. With gears, as in the preferred embodiment disclosed, having equal, or substantially equal, energy absorbing capacities, the energy absorbed on draft is equal to twice, or substantially twice, the energy absorbed by a single gear, as is the case when the gears ar subjected to buffing forces while in series, as represented by the diagram of Figure 10.

From the foregoing disclosure, it will be seen that I have devised railway draft rigging and associated cushioning mechanism of such a character that on buff the drawbar acts on the front I mechanism which energizes the succeeding mechanism so that the associated cushioning or shock-absorbing devices then act in series. On draft each cushioning device is energized independently or in'tandem. Thus, although equal,

or substantially equal capacity, from a standpoint of energy absorption, is provided under both buff and draft, a greater amount of travel is permitted the drawbar for a full closure of the gears on buff than for draft movement. Because of the fact that the resistance builds up for gears in tandem while it is not increased with gears acting in series, the static resistance to draft for a full closure of the gears is equal to c the sum of the resistance of the individual gears which are preferably, although not necessarily,

similar in construction and capacity.

Although I have disclosed preferred embodiments of my invention, it will be understood that modifications may be made within the spirit and scope of the appended claims.

I claim:-

1. In railway draft rigging, in combination with draft sills, a drawbar, a pair of cushioning .devices disposed between said sills, a yoke with arms embracing said cushioning devices, a bridge wall connecting the arms of said yoke between said cushioning devices and serving to transmit forces from the front cushioning device to the 1 rear cushioning device on buff and to thefront cushioning device oncdraft, means connecting saididrawbar and yokej'for the transmission of draft-forces, a key, associated with each cushioning device and functioning as front stop means therefor while, permitting rearward compressive movementgthereof, and-means serving as a backstop for'the rearmost cushioning device while permittingv rearward movement of said yoke, whereby each device is compressed against its key so that said cushioning devices operate in tandem zon-draft and both are compressed in series .against the, backstop when the drawbar is, subjected; to. bllffing forces.

,2. In railway draft rigging, in combination with draft sills, a drawbar, front andrear cushioning devices disposed between said sills, a slot-, ted front follower associated with each cushioning device, a vertical yoke with arms embracing said cushioning devices and front followers, a bridge wall connecting the arms of said yoke,

disposed-between,- and normally in engagement with, the front cushioning device and the front follower of the rear cushioning device, and serving to transmit'forces from the front cushioning device to the rear cushioning device on buff and.

to'the front cushioning device on draft, a key connecting said drawbar and yoke for the transmission of draft forces and permitting the drawbar to move rearwardly with respect to the yoke on buff, a key associated with each follower and functioning as front stop means therefor, the slots in said followers being normally elongated forwardly of the front edges of the keys to permit rearward movement of said followers to compress the cushioning devices under the action of buffing forces, and means serving as a backstop for the rearmost cushioning device while permitting rearward movement of said yoke,

follower of therear cushioning device and serving to transmit forces from the frontcushioning device to the rear cushioning device on buff and to the front cushioning device on draft, means connecting said drawbar and yoke, a key closely fitting the slot in each front follower and with its ends received in slots in the draft sills, said draft sill slots terminating at the normal positions of the-front edges of said keys, wherebysaid keys function-as front stop means for the cushioning devices, and being elongated rearwardly of the rear edges of said keys to permit rearward movement thereof for compression of the cushioning devices by the drawbar, and means serving as a backstop for the rearmost cushioning device while permitting rearward movement ofsaid yoke, whereby said cushioning devices operate in tandem on draft, with each device compressed against its front follower and key, and both are compressed in series against the backstop when the drawbar is subjected to buffing forces.

xi. In railway draft rigging, in combination with draft sills, a drawbar, front and rear cushioning devices disposed-between said sills, each cushioning device comprising. a slotted housing enclosing resilientand frictional means, ahorizonta-l yoke with arms embracing said cushioning devices, a bridge -wall connecting the arms of said yoke'between' the front and rear cushioning devices and serving to transmit forces from the front cushioning-device to the rear cushioning device-on buff and to the front cushioning device on draft, means connecting said coupler and yoke for the transmission of draft forces, a key passing-through the slot in each housing to function as front stop means for saidcushioning devices;

the ends of'said keys being received in slots in said sills, said sill slots being rearwardly elon-' gated to permit rearward compressive movement of the cushioning devices when the drawbar is subjected-to buffing forces, and means serving as a backstop for the rearmost cushioning device,

while' permitting rearward movement of said yoke, whereby-said cushioning devices operate in tandem ondraft, with each device compressed against its key, and both are compressed in series against the backstop whenthe drawbar is --subjected to bufling forces.

.said cushioning devices, and rear stop means for the rearmost cushioning device permitting rearwardmovement of said yoke, whereby said cushioning devices operate in tandem with each compressed against itsf-ront stops and require a relatively great force for full compression on draft and are both actuated in series and compressed against the rear stop'means, requiring a smaller force for full compressiomwhen the drawbar is subjected to buffing forces.

6. In railway draft rigging, in combination with a drawbar, a pair of cushioning devices of equal individual travel for full compression, a

yoke with arms embracing said cushioning devices, a bridge wall connecting the arms of said yoke betweensaid cushioning devices, serving to transmit forcesfrom the forward device to the rearward on bufilng action and-serving to transmit forces to the forward device when the drawbar is subjected to draft, means connecting said coupler and yoke for the transmission of draft forces and allowing the drawbar to move rearwardly with respect to the yoke under the action of bufling forces means serving as individual front stops for' said cushioning devices, and means serving as a rear stop for therearmost cushioning device, whereby-equal cushioning capacity is obtained under both buff and draft but a different amount of travel is permitted in one direction than the other.

'7. In railway draft rigging, in combination with a drawbar, a plurality of spaced followeracting means arranged one in advance of another, a plurality of cushioning devices disposed one in advance of the other between said means, stop means for preventing forward movement of the forward follower-acting means from normal position, stopmeans'for preventing rearward spect thereto for causing said rear follower acting 'meansto move coextensively with the-drawbar on draft.

8. In a railway draft rigging, in combination with slotted draft sills, a drawbar, yoke-acting means, said drawbar being movable with respect to said yoke-acting means in buffing, means for operatively connecting said drawbar and yokeacting'means for permitting the latter to be actuated by the drawbar on draft, a plurality of cushioning devices arranged one in advance of the'other within said yoke-acting means, and a plurality of longitudinally spaced keys extending through said slotted sills, said keys, respectively, forming forward stops for the said cushioning devices, being mounted in slots some of which are appropriately elongated so that said keys will approach each-other longitudinally of the draft rigging when the drawbar is subjected to bufling force, andmeans movable with said yoke-acting meanson draft for actuating the foremost one of said cushioning devices and serving to transmit forces from the front cushioning device to the rear cushioning device on buff, said yokeacting means serving to actuate the rearmost of said cushioning devices oh draft.

9. In railway draft rigging, in combination with a drawbar, a plurality of cushioning devices arranged one in advance of the other and each including friction elements, means constituting individual front stops for said cushioning devices a functioning during the entire draft movement, means constituting a rear stop for the rearmost cushioning device, and means operatively connected to said drawbar and relatively movable longitudinally with respect thereto for simultaneously actuating said cushioning devices in tandern up'ondraft movement of the drawbar, and including means for transmitting buffing force from the forward cushioningdevice to the rear cushioning device.

10. In railway draft rigging, in combination with a drawbar, a plurality of cushioning devices disposed one in advance of the other, forward stop-means for each of said cushioning devices, rear stop means for the rearmost of said cushioning devices, yoke-acting means for actuating said cushioning devices in tandem on draft and including means to transmit forces from the front cushioning device to the rear cushioning device, and means operatively connecting said drawbar and yoke-acting means on draft and permitting relative longitudinal movement therebetween on buff, whereby buiiing movement of said drawbar actuates the devices in series and is thereby greater than the draft movementthereof.

11. In railway draft rigging, in combination with a pair of longitudinally spaced cushioning devices, a drawbar directly acting on the foremost device on buff, means for actuating said cushioning devices in tandem on draft, including means for transmitting buffing force from one device to the other in series, means serving as individual front stop means for said cushioning devices, and means serving as common rear stop means for said cushioning devices, whereby a greater amount of force is available for cushioning draft forces than for cushioning bufiing forces.

12. In railway draft rigging, in combination with a drawbar, a plurality of cushioning devices spaced by a key-supported follower and adapted to be simultaneously energized upon draft and buffing movements of the drawbar, said follower acting upon movement of the drawbar in one direction for transmitting forces from one of said cushioning devices to another cushioning device in series, and means acting upon movement of the drawbar in the opposite direction to energize each of said cushioning devices independently in tandem.

13. In railway draft rigging, in combination with a drawbar, a plurality of cushioning devices spaced by a key-supported follower serving to transmit forces from one cushioning device to another for causing said devices to act in series upon movement of the drawbar in one direction, and means including a yoke with a portion disposed between said cushioning devices for causing the latter to act in tandem on movement of the drawbar in the opposite direction.

14. In railway draft rigging, in combination with a drawbar, a pair of devices of substantially equal capacity for cushioning draft and buffing movements, and means for energizing said devices to effect substantially equal cushioning capacity thereof for said drawbar in draft and bufiing, said last-named means including means operating upon travel of the drawbar of a given extent in one direction to fully energize said devices, and means operating upon a different extent of travel of the drawbar in the opposite direction to fully energize said devices.

15. In railway draft rigging, in combination with a drawbar, a pair of devices of substantially equal capacity for cushioning draft and buffing movements of the drawbar, and means for energizing said devices on draft and bufiing movements of the drawbar, said last-named means being adapted to effect equal cushioning capacity of said devices both in draft and in bufiing, while affording greater resistance to movement of the drawbar in one direction than in the other.

16. In railway draft rigging, a coupler, a pair of cushioning devices of substantially equal capacity, and means including mechanism for operatively connecting the coupler to the cushioning devices and. the cushioning devices to an associated vehicle to develop the full capacity of the cushioning devices under pull and under buff and to cause the same to operate over a relatively long travel in buff and short travel in pull. BYERS W. KADEL. 

